Automotive multiwheel vehicle



Aug. 8, 1939. L. R. BUCKENDALE:

AUTOMOTIVE MULTIWHEEL VEHICLE Filed Nov. 25, 1956 4 Sheets-Sheet 1 A118- 8, 1939. l.. R. BUCKENDALE 2,168,970

AUTOMOTIVE MULTIWHEEL VEHICLE Filed Nov. 23, 1936 4 Sheets-Sheet /2 y @hmmag-f AUS- 8, 1939. l.. R. BucKENDALE AUTOMOTIVE MULTIWHEEL VEHICLE Filed Nov. 23, 1936 4 Sheets-Sheet 5 Aug. s, 1939.

L. R. BUCKENDALE AUTOMOTIVE MULTIWHEEL VEHICLE Filed Nov. 23, 1936 4 Sheets-Sheet 4 sa/Ww Patented Aug. 8, 1939 I UNITED STATES AUTOMOTIVE MULTIWHEEL VEHICLE Lawrence R. Buckendale, Detroit, Mich., assignor to The Timken-Detrot Axle Company, De-

troit, Mich., a corporation of Ohio Application November 23, 1936, Serial No. 112,413

3 Claims.

The present invention relates primarily to a novel drive arrangement for use with a multiwheel tandem axle vehicle. More particularly, the present invention relates to a drive arrangement for use with a vehicle having dual sets of driven wheels.

It is a primary object of the present invention to provide multi-wheel drive arrangements and1 spring suspensions which are extremely rugged l0 and satisfactory and require a minimum of labor in servicing.

A further object of the present invention is to provide a novel and improved dual axle drivev with a novel cross-bracing member connecting.

the depending frame portions below the plane of said axles.

Another object of the present invention resides in the provision of a novel'drive arrangement for use with a multi-wheel tandem axle vehicle including` a power divider havingl a centrally disposed input shaft and a pair of symmetrically disposedV parallel take-off shafts driven from a differential carried by the input shaft.

Further objects of the present invention will appear as the description thereof proceeds in connection with the appended claims and accompanying drawings, wherein:

' Figure l is a fragmentary plan view of a multiwheel drive vehicle including the novel power divider, propeller shaft journal structure and lubricant supply systems of the present invention.

Figure 1A is a side elevational view of the power divider and its supporting plate as seen when looking upon the plane of line IA-IA in Figure l. Figure 2 is a fragmental side elevational view of the multi-wheel unit disclosed in Figure l.

Figure 3 is a fragmental transverse sectional view showing the novel lubrication system of the present invention employed for supplying lubricant to the pivotal spring seats.

Figure 4 is a transverse sectional view through the novel propeller shaft journal provided on the forward drive axle.

5i Figure 5 is a longitudinal, fragmental sectional (Cl. ISU- 22) view through the forward drive axle showing the novel lubricating system provided for lubricating the journal bearings of Figure 4.

Figure 6 is a fragmental sectional view taken on line 6-6 of Figure 5 showing the bracket for po- 5 sitioning the lubricant supply tube of Figure 5 and the manner in which it is connected to thehousing of the forward drive axle.

Figure 7 is a sectional view of a modified form of lubricant supply system for the propeller shaft l0 journal.

Figure 8 is-an end view looking toward the rear end of the power divider shown in Figure 1, and

Figure 9 is a transverse, sectional view taken on the plane of line 9 9 of Figure 8 when viewed in the direction of the arrows.

With continued reference to the drawings, wherein like numerals are utilized throughout the several figures to indicate the same parts, numeral I0 indicates generally a multi-wheel ve- 20 hicle structure embodying the novel features of the present invention. v

Multi-wheel vehicle structure I0 includes a frame II comprising spaced longitudinal U- beams I2 running from end to end of the vehicle. 25 Frame members I2 may be connected by conventional cross members in the usual manner, such members not being shown in the present drawings. A suitable cross plate I3 is shown at the forward end offrame Il, Figure l, and Figure 1A, for taking the place of one of the conventional cross members, but primarily for a purpose that will be hereinafter pointed out.

Adjacent the rear end of frame I i a transverse I-beam I4 is secured in place between longitudi- 35 nal members I2 by means of plates I5 and I1 which are preferably riveted to members I2 and to I-beam I4 (see also Fig. 3). The purpose of this I-beam in addition to its incidental reinforcing of frame I I will be pointed out as the de- 40 scription proceeds.

Frame member II is supported on suitable dir- -figible wheels (not shown) at its extreme forward end. The opposite end is supported by a forward drive axle I8 comprising a'diierential housing I9 and an axle housing 20, and by a Irear drive axle 2l including a differential housing springs 21, are adapted to rest in said spring seats 26.

Springs 21 are journaled at their mid-points to frame members I2 by means ofA assemblies including brackets 28 connected to frame members I2 by means of rivets 29. Each bracket 28 is made up of an upper member 3| and a lower member 32. Suitable bolt assemblies 33 connect members 3| and 32 as seen in Figures 2 and 3. Members 3| and 32 of each set cooperate when joined to provide a cylindrical socket 34 therebetweenfor reception of a hollow stub shaft 35. The stub shafts 35, as clearly shown in Figures 1 and 3 extend outwardly from frame members |2 and are provided with bearings in the form of sleeves 36. Spring seats 31, having leaf springs 21 secured thereto by means of the usual U-bolts 38 surround bearings 36 and abut the outer faces of brackets 28. The inner ends of the hollow stub shafts are closed by disks 39.

Means are provided for maintaining the axles i8 and 2| in definite spaced relation since the springs 21 merely rest upon axle seats 26 and are not connected thereto. To this end, suitable radius rods 4| are provided. Radius rods 4| are of equal length and identical construction.

Referring to Figures 1, 2 and 3, a pair of rods i 4| are centrally disposed and pivotally connected at one end to the top of axles |8 and 2| through lugs 42 integrally formed on axle housings 20. The connections at 42 are preferably formed by means of tapered pivot pins 43 that are secured to the lugs and that project into enlargements or sockets on the ends of radius rods 4|. The opposite ends of these rods 4| are similarly pivoted at 44 to I-beam |4 which is provided with suitable brackets 45, the rear one being slightly longer than the forward one. The bottom ends of axles |8 and 2| are pivotally connected at 46 to further rods 4|, serving as torque rods, the opposite ends of which are pivotally connected at 41 to the lower bracket members 32. As shown in Figure 2, connections 41 are symmetrically disposed with respect to the vertical center line of members 32 and an aperture 48 provided in each of said members. A transverse cross rod 49 disposed in apertures 48 interconnects members 32 in order to brace the same and prevent lateral movement thereof. The connections 42, 44, 46 and 41 are designed so that no lubrication is required. To this end rubber preferably is utilized in the connections.

In order to insure proper lubrication of the spring journals provided by shafts 35, apertures 34 and bearings 36, the present invention provides oil reservoirs 56 within the hollow outer ends 5| of the stub shafts 35. In order to control the lubrication of the journals and bearings 36, the

` oil reservoirs 58 are provided with oil cartridges v and prevent rotation of lock rings 55. Pins 51 in apertures 56 retain. adjusting nuts 54 against rotational movement. In order to securely fasten the above described members in assembled relationship, jam nuts 6| are threaded upon the ends gear 92 and thence to a rear axle take-off shaft 93 supported by spaced bearings 85. The proof shafts 35 into abutting relation with lock rings 55. Jam nuts 6| are tightened so as to jam lock rings 55 against adjusting nuts 54 and thus secure the several elements in permanent position on shafts 35. Suitable closure caps 62 are positioned on the ends of shafts 35 and are provided with outwardly ilared portions 63 provided with oil filler holes 64 through which a suitable lubricant is supplied for filling reservoirs 5|). Plugs 65 serve to close filler holes 64 against entrance of foreign matter and escape of lubricant. Closure caps 62 are secured in position by suitable bolt assemblies 66 threaded into suitable tapped apertures 61 in jam nuts 6|. The inner end of each reservoir 50 is formed by a wooden disc or the like, which snugly fits the bore of the stub shaft at a point intermediate the ends of the latter.

The stub shafts have oil passages 68 connecting oil reservoirs 58 With the inner peripheries of bearing members 36, and in order to ensure the presence of lubricant between bearings 36 and spring seats 31, the bearings 36 are provided with oil passages 69. Each oil cartridge 52 is pierced by an axial positioning pin 18, one end of which may be driven into the wooden disc 60 and the other end ofv which engages the closure cap 62, the cartridge thus being mounted to effectively and slowly distribute oil to the ports 68.

Since rubber connections are used at 42, 44, 46 and 41, the spring journals are the only points requiring lubrication, and these points are lubri cated by the novel reservoir and cartridge construction which requires infrequent attention.

The axles of the multi-wheel unit described above are supplied with power from a suitable change speed transmission, not shown. The drive from the change speed transmission is through a main propeller shaft 1| including a universal joint 12. From universal joint 12 the power from propeller shaft 1| (see also Figure 9) is transmitted to a power divider inputshaft 13 which is splined at 14 to the universal joint 12. Shaft 13 is journaled centrally of a power divider casing assembly 15, Which is secured to frame I2 by means of suitable connections 16, to be hereinafter described in detail. Shaft 13 is provided with suitable spaced bearings 11 and 18 which are carried by the `casing assembly 15,

and a differential 19 is connected to shaft 13 j i between these bearings 11 and 18. The dier ential 19 includes the usual pinions 80, and a pair of side gears l8| and 82 that may rotate differentially on the shaft 13.

Side gear 8| supplies power to a gear 83 that is splined on a forward axle take-off shaft 84. Suit able spaced bearings 85 rotatably support shaft 84 in the casing assembly 15. The protruding end of shaft 84 is provided with splines 86 which are suitably connected to a universal joint 81 adapted to connect the shaft 84 to a propeller shaft 88 that extends to the front for connection with the mechanism of the differential housing |9 by way of a universal joint 89. Universal joints 81 and 89 permit angular displacement of propeller shaft 88 with respect to shaft 84 and the front axle diiferential'during normal operation of the vehicle, in well-known manner.

Differential side gear 82 transmits power to a.

truding end of shaft 93 is provided with splines 94 which receive universal joint 95 adapted to connect shaft 93 to rear axle propeller shaft 96. A universal joint 91 connects shaft 96 to journal I shaft 98 mounted in journal 23 provided on forward axle housing 20. Shaft 98 to the rear of journal 23 is provided with a universal joint 99 connecting shaft 98 and a short rear axle propeller shaft |00. A universal joint I| connects shaft |00 to the differential in rear axle differential housing 22.

From the foregoing description it will be olea that the drive for axles I8 and 2| is transmitted from the change speedtransmission to propeller shaft 1I, through the power divider differential 19, and then to propeller shafts 88 and 96 driving them at differential speeds in well-known manner. Shafts 88 and 96 transmit power to .the usual axle differentials in axles I8 and 2|, respectively. In view of this construction the axle differentials may be driven at differential speeds and the wheels 22 of the respective axles due to the axle differentials may also be driven at differential speeds.

The journal 23 and its associated mechanism, provided on forward axle I8, constitute a very important part of the present invention. The journal includes a boss |02 integrally formed on axle housing 20 and provided with spaced bearing seats |03 which preferably receive tapered roller bearings |04 (see Figures 4 6). Bearings |04 rotatably support shaft 98 in journal 23 and serve to take the radial load as well as the axial thrust imparted to shaft 98 during normal operation of the vehicle. Nuts |05 threaded on the ends of shaft 98 clamp the inner bearing races of bearings |04 between the shoulders provided .by enlarged portion I 06 of shaft 98 and the yokes of universal joints 91 and 99. Suitable shirns |01 are provided for maintaining bearings |04 in spaced relation so that their outer races are properly positioned on seats |03.

A novel lubrication system is provided for the bearings |04. To this end the boss |02, between bearing seats |03, is disposed lower than the top of the axle differential and is of sufficient diameter to provide a relatively large oil reservoir |08 between shaft 98 and the interior of boss |02. A hole |09 is provided between reservoir |08 and the interior of differential housing I9. An inclined oil tube I I0 is positioned with its lower end in the hole |09 and its upper end at a high point in the differential housing I9 adjacent the top of the ring gear of the latter. The upperend of tube |I0 is cut away to provide an open channel I|0 for reception of lubricant. A suitable U-shaped bracket III adjustably secured within housing I9 differential bevel gear ||3 therein. As a consequence gear I I3 carries a film of the lubricant on its surface as it rotates, and since the channel I I0 faces in avdirection generally opposite to that of rotation of the adjacent gear portion the lubricant on the plain back face of gear II3, due to the rotation is thrown into and/or picked off by the cut-away portion |I0 of oil tube I|0. Oil, thus deposited in tube I I0, ows by gravity to oil reservoir |08 and thence to bearings |06 to properly lubricate them. The excess oil transmitted to oil reservoir |08 is returned to differential housing I9 through return ports ||4 provided in the lower surface of reservoir |08. adjacent the outer ends of the bearings. To prevent the escape of lubricant into the atmosphere from bearings |06 suitable oil seals I I5 are provided which surround the adjacent yokes of universal joints 91 and 99. Suitable covers I|6 secured to boss |02 by cap screws II1 retain oil seals I|5 in position. From the above description it will be seen that no external lubricant fitting need be provided for journal 23 or bearings |04.

If desired, the tube |I0 may be eliminated and a passage |09a formed directly in housing I9, as shown in Figure '1. From this structure, it will be clear that opening ||0a in passage |09a receives the lubricant thrown by gear I I3 and conveys it to reservoir |08.

The novel propeller shaft journal structure and lubricating means therefor, just described, forms the subject matter of a divisional application filed on February 10, 1939 and bearing Serial No. 255,773.

The power divider briefly described heretofore is constructed as follows. The casing assembly includes a main casing ||8 for housing shafts 13, 84 and 93, differential 19 and gears 8| and 82. Casing I I8 has an opening I I9 closed by a removable face plate |2I, the face plate |2| and casing II8 being provided with aligned openings |22 which are designed to receive bearings 11, 18 and 85. In the preferred construction, the bearing races |23 of bearings 11, 18 and 85 are press fitted into openings |22. Suitable caps |24 are provided for closing those bearing apertures |22 that are at the front of the power divider shafts 84 and 93, and at the rear of input shaft 13. Oil seals |25 held in place by means of retainers |26 are disposed adjacent those apertures |22 through which shafts 13, 84 and 93 extend. Caps |24 and retainers |26 are secured to casing I|8 by cap-screws |21 or any other suitable means.

Although the power divider may take any desired form, such as for example, that shown in Fageol Patent Number 1,933,667 issued November '7, 1933. The preferred specific arrangement, however, for this particular drive lay-out is as shown in the drawings, wherein shaft 13 is centrally disposed with respect 'to the longitudinal axis of vehicle frame II and shafts 84 and 93 are symmetrically disposed on either side of shaftV 13 and in a' common horizontal plane. The

shaft 13, midway between bearings 11 and 18 is provided with raised splines |28, which are designed to receive an internally splined spider |29. The spider is provided with several radially extending arms |32 which rotatably support the differential pinions 80. 'I he outer ends of the arms |32 are received between mating ring sections |34 which serve as a differential case to retain the bevel pinions 80 in assembled relation on arms |32. The differential gears 8| and 82 are rotatably supported on shaft 13 by means of bearings |35 and are designed to mesh laterally with pinions 80. Gears 8| and 82 are provided with integrally formed peripheral teeth |36 and |31 which mesh with the front axle take-off gear 83 and the rear axle take-off gear 92, re'- spectively. Teeth |36 and |31, and those of gears 83 and 92 are preferably of the helical type in order to obtain quiet operation of the power divider.

Housing I8 is provided with lubricant through a fitting |38 (Figure 8) to sufficient depth to insure the dipping of gears 8|, 82, 83, 92, |36 and |31 therein. In order that lubricant may reach bearings |35 suitable radial passages |39 are provided in the respective gears.

Should it be desired at times to drive only one axle of the multi-wheel unit, the power divider of the present invention may be constructed so that either gear 83 or 92 may be shifted along the splines on shaft 84 or 92 to disengage gears |36 and |31. At the same time the associated differential gear would have to be locked against rotation. As a result one of the drive axles would be driven from main propeller shaft 1| due to the rotation of pinions |33.

As previously pointed out, the power divider is mounted on cross frame member I3. To this end frame member |3 is provided with .an inclined portion |38 which slopes toward the rear of frame-work Depressions |39 are provided in portion |38 and are suitably apertured at |40 to receive the power divider securing members in the form of studs |4| secured in bosses |42 provided in the upper surface of casing ||8. Studs |4| extend Iupwardly from casing ||8 andare adapted to `be loosely received in apertures |40 provided in plate I3. Apertures |40 as clearly shown in Figure 8 are of much greater diameter than studs |4|, and suitable washers, in the present embodiment rubber washers |44, are disposed on either side of plate I3- and nuts |45 are threaded on studs |4| securely clamping plate I3 between washers |44. This novel structure provides a resilient, sound and shock absorbing connection between the power divider and frame of the vehicle.

As clearly seen in Figure 2 of the drawings, axles 8 and 2| are tilted backward so that their front faces are in approximate parallelism, and in parallelism with the rear face of power divider 15 (see Figure 1A) and the power shafts |4| and |42 of the axle differentials are pointed toward shafts 84 and 93, respectively, with their axes in alignment. This degree of tilt is obtained by use of the proper length radius rods 4| and by properly locating the pivots for the ends of said rods.

Pivots 41, as seen in Figure 2, are forwardly offset with respect to connections 44 and compactly arranged with respect to apertures 48 and the ends of cross rod-49. This structure provides a compact arrangement of pivots 41 and cross rod 49. Pivots 44 are rearwardly offset with respect -to pivots 41 to permit the desired axle tilt using equal length rods 4|. Due to the fact all of the rods 4| are of' equal length, there is no possibility of tilting the. axles in an incorrect manner,

'Ihe operation of the disclosed embodiment is believed to be obvious in view of t'he above det scription and explanation. It, will be seen that the invention comprises a dual rear axle drive unit of the type having a separate propeller shaft for each axle, wherein the several parts arecompactly arranged, ruggedly constructed, effectively mounted and lubricated, and wherein the necessity of frequent lubrication and attention to pre.- vent damage is obviated.

The invention may be embodied in other specific forms without departing from the spirit or essentialcharacteristic thereof. The present embodiment is therefore to be considered in al1 respects as illustrative and not restrictive, the

scope of the invention being indicated by the appended claims rather than by the foregoing descrlption, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

What is` claimed and desired to be secured by United States Letters Patent is:

1. In a dual drive axle assembly of the type wherein the axles are. individually driven by separate propeller shafts, a frame-work, a pair of spaced drive axles including independent driving shafts, a pair of inclined independent propeller shafts for transmitting power to said driving shaft, a pair of equal length radius rods interconnecting the tops of said axles and said frame-work, the points of connection of said rods to said frame-work being in the same horizontal plane but spaced at unequal longitudinal distances from the mid-point between said axles, a pair of equal length rods at each end of said axles connecting the undersides of said axles to said frame-work at points equi-distant from said mid-point to serve as torque rods for said axles, whereby said axles are tilted to align said driving shafts and said propeller shafts, and springs pivoted intermediate their ends. to said frame-work and having said ends resting upon seats provided on said axles.

2. In a dual drive axle assembly of the type wherein the axles are individually driven by separate propeller shafts, a frame-work including longitudinal frame members, a transverse frame member located between said axles and connected to said longitudinal frame member and bracket members depending from said longitudinal frame members, a pair of spaced drive axles including independent driving shafts, a pair of inclined independent propeller shafts for transmitting power to said driving shafts, a bracket secured to said transverse frame member and extending toward one of said axles for a predetermined distance, a bracket secured to said transverse frame member in the same horizontal plane as said last mentioned bracket and extending toward the other of said axles for a ldifferent predetermined distance, a pair of equal length radius rods interconnecting said last mentioned brackets and the tops of said axles for tilting said axles to align the driving shafts and propeller shafts, a pair of rods at each end of said axles connecting the undersides of said axles to said depending brackets to serve as torque rods, a transverse rod interconnecting said depending brackets and springs pivoted on said depending brackets with their ends resting on the tops of said axles.

3. The construction defined in claim 2, together with a power divider, including a pair of power take-off shafts for independently transmitting power to said propeller shafts, connected to said frame-work and tilted so that said takeoff shafts are' normally disposed in subtantial alignment with their associated propeller shafts and driving shafts.

LAWRENCE Rl BUCKENDALE.

- Y QERTIE'I'GATEv oF CORRECTION. Y Patent No. 2,168,970. August a; 1939. LAWRENCE R. BUCKENDALE.

It is hereby certified that error appears in the :printed specification of theab'ove numbered patent requiring correction as follows: Page 1|., second column, line 51;, claim 2, for the word "member" read-members; line l, claim 5, for "subtantial" Aread ,substantial and that the said Letters Patent shouldbe read with this correction thereinthat the ,same mayv conform to the recordj vof the case in the Patent Office. t

Signed and sealed thisl 5th day o'f'September, A. D. -1959.

Henry-Van Arsdale,

(Seal) l Acting Connnissioner of Patents. 

